Rotary engine



6 Sheets-Sheet 3.

WALD1 01\I. Rotary-Engme.

INVENTOR,

Patented Mar. 2, 1880.

WITNSSES:

ATTORNEYS' .PTERS. PHOTO-UTHQGRAPHER. WASHINGTON. D. c.

l 6 Sheets-Sheet 5v. B. WALDRON.

Rotary-Engine r 6 sheets-sheet e.

E. WJALDRON. Rotary-Englne Patented Mar.,2, 1880.

niETERS. PHbTO-LITMOGRAPNER. WASHINGTON. u. C,

UNITED STATES PATENT OEErcE.

ROTARY SPECIFICATION forming partV of Letters Application filed September 24`l 1879.

To all whom it may concern:

Beit known that l, EDWARD WALDRON, of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Rotary Engines and Pumps; and I do hereby declare the following to be a full, clear, and exact description ofthe invention, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form part of this specitication, in which- Figures 1. 2, `and 3 show my invention as designed for use as a lift or force pump, or both, for water or other liquid, Fig. l beinga sectional View on line C D, Fig.- 2; Fig. 2, section of same cnt on line A B, Fig. l; and Fig. 3, a plan of the case or cylinder. Figs. 4, 5, and 6 illustrate my invention as a compound balanced engine, Fig. being a sectional view on line G H, Fig. 5; Fig. 5, section ot' same on line E F, Fig. 4; and Fig. 6, plan showing relative positions of the cases and reversingvalves. Fig. 7 is section showing adaptation as hoisting and lowering machine. Fig. 8 is plan of packing-ring, and Fig. 9 diametrical section ot same.

My invention has relation to rotary engines and pumps 5 and it consists in the improvements hereinafter described and claimed.

In the annexed drawings, A indicates the shafts, and A the drums. A2 are piston or Vane races in the drums. A3, Figs. l and 7, are recesses in the drums, and in pumps are for the purpose of enabling the machine to carry around and discharge such dirt or other substance as may pass in with the water or other liquid, but in engines are for the purpose of giving a freer egress to the water in case of priming. A4, Figs. l and 7, are circulation-channels in the piston or vane races in the drums of those machines which are intended to be used for the above-named purposes. B', B2, B3, and B4 show the pistons or vanes. B5 (and also B6 and B7 in Figs. l and 7) are circulation-channels in the pistons or vanes.

All ofthe above-mentioned circulation-channels are for the purpose of allowing a free circulation of liquids, fluids, or gases in the pis- ENGINE.

Patent No. 225,030, dated March 2, 1880.

Patented in England, April 16, 1878.

ton or vane races during the reciprocating movements ot' the pistons or vanes.

C are cylindrical tubes, solid'or plugged in their centers, and having spiral springs G i11- serted into each end of them. D are the drumcaps fitted and firmly secured to the drum;

D D, Fig. 4, double drum-caps, by means of` which the center and side engines are coupled. D in Fig. 2 shows where one of the arms of the packing-rin g and a portion of the pistons or vanes B'1 has been left out to illustrate a part of the drum-cap, which is recessed for the reception of one of the arms of' the packingring, such recesses forming races for so much of the pistons or vanes as travel between the arms ofthe packin g-rin g. cl' are holes or openings in the drum-caps, which (in connection with the tunnels A5 in Figs. l, 5, and 7, extending through the drum) are for the purpose of opening communication between the spaces intervening between the drum-caps and the case or cylinder covers, so as to equalize the pressure of the steam, water, or other gas or fluid which may be in said spaces. D2l are packin g-rin gs, havin g arms D3 projecting inwardly. These arms, or those` portions of them which are subject to contact with the case or cylinder, taper or diminish toward the center, for the purpose of proportionin g their friction-surfaces to the distance to be traveled under friction.

A portion of the periphery of the drum-cap or a portion of the inner periphery ofthe packing-ring, as shown in Fig. 4 and indicated by the arrow l, is recessed for the purpose ot' admitting the soft packing d. This packing is compressed by the gland D4.

D5 are springs attached to the drum-caps, and which bear on the packing-ring D2 and keep it and its arms in contact with the case or cylinder E. Where double drum-caps are usedsprings D5, Fig. 4, bear from one packing-ring to the other. Y

E' are ports in case or cylinder. m indicates where the ports begin and end, andn n' the extent of the eccentric curves. E2 indicate the circulation-channels in the cylinder or case. They act in conjunction with the circulation-channels B5in the ends of the pistons or vanes, andare for the purpose of admitting IOO the free ingress and egress of steam, water, or other fluids or gases used to or from the piston or vane races in the drum and drum-caps during the reciprocal movements of the pistons or vanes. E3, Fig. 5, indicates bearing-surfaces in the ports of the case or cylinder. These bearing-surfaces are for the purpose of preventing an uneven wearing laway of those portions of the pistons or vanes which bear against the inner periphery of the case or cylinder.

F indicates the case or cylinder covers. G is a metallic ring or cylinder, tted to and free to move laterally on that portion of the case or cylinder cover through which the shaft passes. It is kept in coinact with the face of the drum-cap by means of the springs G', and is prevented from revolving by means of tails or lugs which project from it and fit into the recesses f in the case or cylinder cover. A portion of the ease or cylinder coverunder this metallic ring is recessed for the purpose of admitting' the soft packing G2, which is compressed by means of the gland G3. rlhis arrangement is for the purpose of preventing the steam, Water, or other fluids or gases which may be occupying the space between the drumcap and the case or cylinder cover from escapin g by way of or coming into contact with the shaft.

H in Fie'. 5 is the valve for controlling the admittance and reversing the direction of the steam. H is a tunnel in said valve, and H2 the Valve-seat. H3 is steam-inlet for connecting with steam-pipe, and H4 steam-chamber. H5 is exhaust to low-pressure vengines from center engine, and waste-pipe from side or lowpressure engines; H6, Fig. 6, ports in valveseats connecting with lower port of center engine and upper ports of side engines; H7, ports in valve-seats connecting with upper port of center engine and lower ports of side engines; H8, ports in valves; H9, exhaustports inr valve-seats.

The valve shown in Fig. 7 is for the purpose of changing the action of the machine from that of a motor to that of a pump. l in- Y dicates the valve, and I tunnel therein. Pis

port in valve, and I3 is valve-seat. lG is induction to valve; E4, return discharge-pipe; K, tank, and K overflow. L, Fig. 6, is reversing-valve lever-handle.

As in principle all these machines are alike, no matter for what use they are intended, though in some of the details of construction in some of the parts there is a slight difference, such as larger and graduated ports in the cases or cylinders and larger circulationchannels in the pistons or vanes, and in the drums of such of these machines as are intended to be used as pumps or motors for water or other liquid, and though the machines can also be used as single or compound, and -in combination with arrangements intended to increase their range of work, it is obvious that when transmitting power from steam or Water or gases or fluids the mode of action in each case will be the same; and it is also evident that, when transmitting power to water, air, or other liquids or iluids, it will operate in a manner alike with all of them. Hence to explain the action of these machines it will be necessary to do so under the following heads: First, as a single `engine transmitting power from steam; second, as a lift and force pump for water; third, as a compound balanced engine driven by steam; and, linally, the arrangements used in connection with the engine adapted as a hoisting and lowering machine using water.

First, as a steam -motor, reference being made to Fig. 5 and to center engine, Fig. 6. If the reversing-valve H be turned so as to bring its port H8 over the port HG in the valveseat, the steam will enter the engine by way of the openings 4 and l in the lower port of the case or cylinder, and its eifective pressure will be delivered on the vane or piston B', causing the pistons, together with the drum, drum-caps, and their packing, to revolve in the direction indicated by the arrows. When the pistou B arrives opposite the opening 2 in the upper port the steam will escape, and thereby relieve the piston ot'its pressure before it (the piston) strikes the incline, which will drive it toward the center of the drum; but before this escape of steam takes place the piston B2 has passed the opening l in the lower port, and the other pistons'follow in like manner. One of the pistons will be always in contact with that portionof the case or cylinder which is nearest to the drum, and so prevent the escape of steam, which would otherwise take place between the drum and the case or cylinder on that side. .The packingrings D2 and their arms D3 prevent the escape of steam, which would otherwise take place between the faces of the drum-caps and the faces of the cylinder. The cylindrical tubes and springs move reciprocally with the pistons. By means of the circulation-channels B5 in the pistons and E2 in the case or cylinder the steam has free ingress to and egress from the piston-races, so that it cannot impede the pistons in their reciprocal movements. rlhe steam escapes by way of the upper port in the case or cylinder and upwardly through the port H7 in the valve-seat, and, passing through the tunnel H', iiows down through the exhaust-port H9, and tinally escapes by way of the exhaust H5. If the valve be reversed so as to bring its port over the port H7 in the valve-seat, the steam will enter the engine by way of the upper portv and cause the machine to revolve in like manner in the opposite direction, the steam escaping from the engine by way of the lower port in the case or cylinder, through the port H in the valve-seat, and through the valve and exhaust port, as before described. Should either ofthe packing-rin gs D2 permit the steam` to escape into the space intervening between the drum-cap and the case or cylinder cover on that side, as much of this steam willow through the pressure-bal- IOO IOS

IIO

IZO

ance holes d in the drum-caps and through the tunnels A5, which extend through the drum and pass into the corresponding space on the other side of the machine, as will be necessary to equalize the pressure on the outsides ot' both drum-caps, and thus prevent the side thrust which would otherwise take place, and the steam will be prevented by the shaft-packing G G Gr2 G3 f from coming into contact with or escaping` by way of the shaft.

Second, as a lift and force pump for water. The machine, being caused to revolve in the direction indicated by the arrows, Fig. l, expels the air through the upper port and produces -a vacuum or partial vacuum in the lower port and its connections. This causes the water to rise and liow into the pump by way of the lower port, when it is caught by the pistons or vanes and forcedout through the upper port. During the reciprocal movements ot the pistons or vanes the circulation channels B5 therein and E2 in the case or cylinder are in communication; but each piston or vane, when at the end ot' its stroke toward the center of the drum, has its circulation-channel Bfi closed, so that the water cannot liow around it and escape. lts circulation-channel BT is open to or acting in conjunction with the channel A4 in its race in the drum. As the piston or vane travels outwardly its circulation channel BG opens and the comnnmication between the channels BT and A4 closes, so that when the piston or vane is at the end of its outward stroke the water cannot iow around it and escape on that side.

Third, a compound engine embodying my improvements consists of three engines restingon and true to one pair of shafts. The drum ofthe centeiI engine is coupled or united with the drums ot' the side engines by means of double drum caps. Said double drum caps are each substantially the same as two single drum-caps joined together by means of webs or arms, or other equivalent connections, and are so constructed for the purpose of coupling the drums of the engines that when one is moved it will carry the other or others with it.

The cases or cylinders ot' the center and side engines are bolted together, and each of the said engines is the same as that already described. The center engine is placed in a position the reverse vof the side engines, so that if power be applied on one side of the former ,it will be on the opposite side of the latter. mThis is for the purpose of as nearly as possible balancing the weight of the steam onthe drums. in the same direction. Where this balance of weight or pressure is not required two engines or machines may be coupled, as above described, and it is obvious that any number may be so coupled. In Fig. 6 the valveseat only of one of the valves is shown. This is for the purpose of illustrating more clearly the relative positions of the ports in the valveseat; but, in describing the action in relation The center and side engines all turn` to each other of the three engines combined as a compound balanced engine, it will be necessary to consider it as it would be complete in all its details. The steam from the boiler is admitted into the steam-chamber H4 ot' the valve ot the center engineby way ofthe inlet H3. The valve., as showuin the drawings, is shut. It' the lever-handle L be moved to the right, it will admit the steam to the center engine by way ot' the upper port. At the same time the valves otl the side engines have been opened to admit thesteam by way of their lower ports; but it does not enter yet. The steam will enter on top ot' the center engine, and, bearing downwardly on the pistons or vanes as they come into position, willturn said engine in the direction indicated by the arrow, Fig. 6, carrying the side engines with it. As the steam escapes from the center engine it will enter the side engines by way of their lower ports, and in its then expande-d state, bearing upwardly on the pistons or vanes of both side engines, will expend its force in moving them in the same direction as the center engine. .lf the lever-handle be moved to the left, the steam will enter the center engine by way ot' the lower port, and the expanded' steam will enter the side engines through their upper ports, and the engine will turn in the opposite direction.

Fourth, as a hoisting and lowering machine using water. AWater under pressure or from the main enters on top of the valve through the induction-port 1G, Fig. 7 When the port l2 in the valve is over that part of thevalve-seat marked 13 the valveis closed and the water cannot enter the machine. lf the valve be now turned so that its port is brought inline with a port (not shownin drawings) in the valve-seat, the water will enter the machine by way of its upper port, and, bearing on the piston or vane B', will drive it in the direction ofthe lower port,

from whence it (the water) escapes into thev tank K. The other pistons or vanes follow in like manner, and in this way themachine, acting as a water-motor, hoists the load. When it is desired to sustain the load thus elevated in the position to which it has been brought the valve is closed, and the water, having now no outlet by way of said valve, prevents the machine from being driven in the opposite direction by means of the weight or load. To lower the load the valve is moved so as to cause its tunnel, which is in communication with areturuport -in the valve-seat, to also overlap and open communication between it and the other or inlet port, also in the valveseat, and the machine now revolves, and, acting as a pump, draws the water from the tank K, forces it up by way of the said inletport through the tun nel in the valve, down through the return-port, and back into the tank by way ofthe return discharge-pipe E4.

The speed of the machine can be controlled by means of the valve.

l wish it to be understood that while I de IIO ' scribe certain features of construction applicable to the apparatus as a pump alone-as, for instance, the valve I and its appliances- I do not herein claim such features, but reserve the right to incorporate and claim the same in a separate application.

I have given my invention the title improvements in rotary engines and pumps 5 but I do not wish to be understood as limiting` myself to such application, as the improvements are equally applicable to Watermeters-and other contrivances, so that in details of Inechanical construction and arrangement I desire my claims to be construed broadly.

Vhat I claim as my invention isl. In a rotary engine or motor, the packingring D2, having arms D3 projecting inwardly, in combina-tion with the case or cylinder E and drum-caps D, substantially as shown and described.

2. In a rotary engine or motor, the packingring D2, with arms D3, Whose friction-surfaces diminish from the inner periphery of said ring toward its center, whereby said surfaces are proportioned to the distance traveled under friction, in combination with the case or cylinder E 'and drumcaps D, substantially as shown and set forth.

3. In a rotary engine or motor, the combination of packing-ring D2, having inwardlyprojecting arms D3, with drum-caps D, having recesses for thereception of the arms, and the case or cylinderE, substantially as shown and set forth.

4. In a rotary engine or motor, the combination of the packing-ring D2, having in Wardlyprojecting arms D3, with the drum A' and cylinder or case E, said arms being in contact with the surface of said drum, substantially as shown and described.

5. In a rotary engine or motor, the combination, with the case or cylinder E, drum A', and radially-projectin g vanes or pistons B', ot' the packing-ring D2, having arms D3, which receive said vanes or pistons, and the drumcaps D, substantially as shown and described.

6. In a rotary engine or motor, the double drum-caps D D, in vcombination With the engine cylinder or case E, substantially as shown and described.

7. In a compound rotary engine or motor, the combination, With a center engine, of side engines having reversed ports, substantially as shown, whereby the initial pressure of the steam or other gas or uid in said center engine is balanced by being admitted on the opposite sides of said side engines, as described.

8. In a rotary engine or motor, the pistons or vanes B', having circulation-channels B5 B6 B", in combination With the drum A-and cylinder or case E, substantially as shown and described.

9. In a rotary engine or motor, the case or cylinder E, having circulation-channels E2, in combination with the circulation-channels B5, substantially as shown and described.

10. In a rotary engine or motor, thedrumcaps D, having balance holes or openings d', in combination with the drum having tunnels A5, to permit equalization of pressure in the spaces between the drum-caps and the case or Acylinder covers, substantially as shown and described.

Il. In a rotary engine ormotor, the combination,'with the case or cylinder E, of the drum A, having circulation-channels A, and the vanes or pistons having channels B", substantially as and for the purpose set forth.

12. In a rotary engine or motor, the shaftpacking composed of ring G, spring G', soft packing G2, gland G3, and recesses f', constructed and combined substantially as and for the purpose described.

13. In a rotary engine or motor, the drum A', having recesses A3, in combination with the case or cylinder E, substantially as set forth.

In testimony that I claim the foregoing I have hereunto set my hand this 22d day of May, 1879.

EDWARD WALDRON.

Witnesses M. D. CoNNoLLY, GHAs. F. VAN HORN. 

